Fuel-burning motor



Oct. 21, 1930. E. B, ROB EY 1,779,077

FUEL BURNING MOTOR Filed'Aug. 26, 1929 I 2 She ets-Sheet 1 Oct. 21,1930. B. ROB EY 1,779,077

FUEL BURNING MOTOR Filed. Aug. 26, 19 29 2 Sheets-Shet 2 Patented Oct.21, 1930 UNITED: TATES PATENT! 'oFFicE EDVIARD BLANcHAE-n :aoEEY, or EGGH'Aiiiion QITYQNEW JERSEY, ASSIGNOR or I FORTY PER C NT TO WASHINGTONFUEL BURNING ENGINE CORPORATION, .01

WASHINGTON,

DISTRICT OF COLUMBIA; A CORPORATION OF DELAWARE, AND

OF'IEAIRFAX, VIRGINIA I FUEL-BOBNING Application filed August 26, 1929.Serial No. 388,395.

T his invention appertains to internal com bustion engii'ies of the twocycle. type andniore particularly to a novel two'cycle radial motor, itbeing understood however that'the principles thereofare applicable totwo cy-' ole motors having the cylinders'in lineor in other arrangement.

One of the primary objects of invention is. to provide a'two cycle motorof exception ally simple and durable character eliminat iiig thenecessity of use of many working parts now considered necessary onmotors of the two and four cycle oil burning type, and

atthe same time increasing the efficiency of the motor. both as to fuelconsumption and. power.

Another important object of my invention is the provision of novel meansfor ntroduc ing the. fuel charge and air in the'cvlinders of the motorwhereby the necessity of compress] ing the fuel charge inn-the crankcaseis rendered unnecessary, consequently eliminating the dangers incidentto such practice and the reduction of working parts, by-passes and thelike. i

A further object provision of means for injecting the raw fuel at theproperv time in the cylinder at the head thereof, with means forinjecting air -under pressure atv the "opposite" cylinder end ,throughan appropriate air inlet po rt, the

cylinder having a diametrically opposite ex" haust port. the ports beingcontrolled by the I piston during its travel, whereby at the end of thepiston stroke. the air under pressure will effectively scavenge theeylinder'and sweep the. same clean. theexit of the air 'through theexhaust port creating afslight' m-vacuum for withdrawing all burnt!gases from the-cylinder. without withdrawing any of the fresh fuelchargethereby eliminating fuel wastage.

A further object of my invention is the provision of'a deflector platecarried by the piston for deflecting the air under pressurel'GWQICltlIB. cylinder head or combustion chamber and fuel in ectornozzle, the an under pressure and fuel under compression combininginsuch' a manner as to permit the use of fuel oil and an electricallyheated hot trated in finte'nal combustion engine constructed in ac-.corclance with my invention. a of my invention is the tion of'thearrows.

point for fi ing the charge at the time ofthe proper compression of thecharge, the-rethe provision of a novel annular intake air manifold andnovel means for introducing air under pressure-in said manifold formaintaining an even pressure therein,

With these and other objects in view, the

invention consists in the novel construction, and arrangement ofparts asWlll be hereinafter more fullydes'cribed, claimed and-illustheaccompanying drawings, in whicli,-

' Figure/1, is a front: elevation of a radial.

Figure 2., is a rear elevationof same.

section through the engine. illustrating oneof the cylinders and itsassociate parts taken on line 3-'3 of Figure 1, looking. in the direc:

Figure 4, is a detail fragmentary section through one of the cylinderheads illustrating the arrangement of the fuel injector nozzle and theelectric hot'point or plug.

Referring to the drawings in detail where- .lIl similarreferencecharacters designate corresponding parts throughout theseveral. views,the letter A generally indicates my improved two cyclemotor which; comprises a crank case 5, having ournaledtherein a crankshaft 6. Bolted or otherwise secured to the crank case 5,, andextendi'ngradially thereof are a plurality of cylinders 7. The cylinders f7, andother working parts ofthe engine may dissipating fins 8. Reiprocallymounted in each cylinder 7 is 9'sbe water cooled or otherwise formed totake care of excess heat and in the present in-. stance, the cylinders 7are provided with heat 10. The construction so far may be considcred asconventional and further description thereof is deemed unnecessary.

In accordance with my invention, I provide each cylinder 7 at a pointslightly in advance of the lowermost stroke of the piston 9, with an airintake port 11 and a diametrically opposite burnt charge exhaust port12. As clearly shown in Figure 3 of the drawings the piston9 controlsthese ports and when the piston is at the lower end of its stroke theseports are open. By, this construction I eliminate the necessity ofproviding control valves and their associate operating mechanism. Thehead of the piston 9 isprovided with a deflector or bafil e plate 13,which may be formed integral therewith, as shown. This baffle plate ordeflector 13 is located adjacent to the cylinder walls provided with theair inlet port 11, and is preferably of a greater height or width thanthe diameter of said port.

The cylinder head of each cylinder 7 is provided on one side thereofwith a fuel injecting nozzle 14, and on the opposite side with anelectrically heated hot point or plug 15. In

the present instanceI have shown the nozzle. and the plugs threaded intothe cylinder heads, but other means can be provided for holding the samein proper position. I pre-- fer to extend the fuel nozzle and the hotpoint. or plugs inwardly at. an angle toward one another so that theinjected fuel will be substantially in the path of the hot point orplugs.

In order to supply the fuel to the fuel nozzles 14, of the variouscylinders 7, I employ a rotary fuel oil feed pump 16, which is con:nected directly with and operated by the crank shaft 6. This pump 16 isof the conventional type generally employed in supplying fuel oil toengines of the Diesel form.

0 Therefore I have not described this pump in detail and have simplyshown same diagrammatically'for the sake of simplicity in the presentshowing, but it is to be understood that this pump is so timed by thecrank shaft to deliver the raw fuel. at the appropriate time to thedesired cylinders. 7 It is to be noted that a plurality of feed pipes 17exten d from the pump and that these pipes lead to their respective fuelnozzles 14.

Particular stress is laid on the means of supplying air to the airintake ports 11, and I have provided a rotary blower or air pump 18 fordelivering the air under pressure to the cylinders. As this pump 18 isof conventional construction the same has only been showndiagrammatically, but I provide the drive shaft 19 thereof with sprocketwheel 20 around which is trained the sprocket chain 21. This chain islikewise trained about a, sprocket Wheel 22 keyed or otherwise securedto the engine crank shaft 6. Any other conventional means can beprovided for operat- 1 ing the air pump 18 from the crank shaft 6, but Ilay stress on the fact that this pump is driven directly from the crankshaft.

The air pump 18 can be supportedin any desired way on the engine, but inthe present instance I prefer to bolt or otherwise secure the same to asupporting bracket or shelf 24 rigidly connected to the crank case Thisbracket can be in the nature of a ledge and integrally connected withthe crank case.

The outlet pipe 25of the pump 18 is con nected with an annular airmanifold pipe or header 26, which is arranged concentric .relative tothe crank case and at one side of the cylinders 7. This air manifoldpipe or header 26 is provided at spaced points on its inner face withoutlet openings 27 which are in alignment with the air inlet ports 11 ofthe cylinders. I prefer to connect the air manifold-pipe or header 26with each cylinder 7 by means of split collar 28 which receives theheader. The split collars 28 have formed thereon short sleeve sections29 which are secured to the cylinders around the air inlet ports 11.Thus it is to be noted. that the air has free access from the airmanifold pipe or header into thecylinders.

From the description sofar it can be seen that the fuel is injected inits raw state adjacent to the cylinder heads and that the'air isintroduced into the cylinders adjacent to thelower ends of the cylindersand that the supply of air delivered to the cylinders will be inproportion to the engine speed in view of the connection of the air pumpwith the crank shaft. Further in view of the constant operation of theair pump an even pressure T After these plugs or points have been ini-'tially heated, the same will be maintained at.

.the proper firing temperature by the firing of the charges and thus thecurrent can be cut off therefrom after the motor has been in operation ashort time.

In'operation ofmy improved two cycleengine, the fuel oil is admittedinto the cylinderhead at the appropriate time and when the piston is inits lowered position the air under pressure will be admitted into thecylinder and will be deflected upwardly toward the combustion chamber bythe deflector or baffle plate 13. On the up stroke of the piston the airwill be compressed and when the proper compression is reached the chargeof raw fuel oil is injected and will be firedby the hot point or plug.It is to be noted that this charge will be under a relatively high stateof compression when the piston has through the port. 12 will have atendency to create a slight vacuum in the cylinder'thereby furtheraiding in scavenging the cylinder.

' At this time no fuel is supplied to the cylinder and thus there is nowastage of the fuel through the exhaust port 12 and immediately upon theupstroke of the piston the fuel oil is again admitted into the cylinderand the engine starts on its'new cycle.

Due to theconstruction of these cylinders with the air inlet ports I eneenabled to use fuel oil successfully and thus-I have provided a radialengine of what I term a semi-Diesel type. v

It is to be noted that I do not compressthe charge in the crank case ofthe engine as is generally employed on two cycle engines and that Ideliver the raw fuel and the air under pressure at spaced points in thecylinders by means of which I not only efiectively scav enge thecylinder without waste of fuel but also aid in the compression of thefuel charge.

Changes in: detail may be made without departing from the scope of thisinvention,

- I What I claim is 1. In a two cycle combustion engine, a crank case, acylinder-including a Wall and a head, a fuel injector nozzle carried bythe head, a heated hot point carried by the head adjacent the nozzle, afuelpump-connected' with the nozzle, the cylinder having air inlet andburnt charge exhaust ports on opposite sides, an air pump communicatingwith the air inlet port, and a piston controlling said ports.

in the walls thereof opposed air inlet and burnt charge exhaust ports,an annular an" manifold secured to the cylinders and hav-' ingcommunication with the air inlet ports, an air pump operated from thecrank shaft for continuously supplying air-under pressure to themanifold, and pistons in the cylinders for controlling said ports.

4. In a two cycle engine, a cylinder havving oppositely disposed airinlet and burnt charge-exhaust ports, a crank shaft, a pistonoperatively connected to the crank shaft and controlling said ports, afuel injector nozzle carried by the head'of the cylinder, a pump forsupplying fuel oil to the nozzle, a pump for supplying air to the airintake port, and means for synchronously operating the fuel oil pump andthe air pump from'the crank shaft, as and for the purpose specified.

I 5. In a two cycle engine, acylinder having diametrically disposed airinlet and burnt charge exhaust ports, a crank shaft,--a pistonoperatively connected to the crank shaft and controlling said ports, afuel injector nozzle carried by the head of thecylin der, a pump forsupplying fuel oil to the nozzle, a pump for supplying ZLII'IZO theairintake port,'and means for synchronously operating the fuel oil pumpand the air pump' from the crank shaft and an electrically heated hotpoint carried by the head of the another and terminating in the sameplane.

In testimonywhereof I affix my signature. EDWARD BLANGHARD ROBEY.

2. In a two cycle combustion engine, a

crank case,a cylinder including a Wall and a head, a fuelinjector nozzlecarried by the cylinder, a fuel pump connected with the nozzle, thecylinder having diametrically opposite air inlet and burnt chargeexhaust-ports, an air pump communicating with theair inlet port, and apiston controlling said ports,

acrank shaft, and means for synchronouslyv operating the fuel'pump andthe: air pump from the crank shaft, as and for the purpose specified,

3. In a two cycle combustion engineya crankcase, a pluralityof-cylinders radiating from the crank case, a fuel injector nozzlecarried by each cylinder, a crank shaft, a

fuel I ump operated by said-crank shaft for supp ying fuel in propertimed relation to the fuel nozzles, the cylinders having formedcylinder, the fuel. nozzle and the hot oint extending inwardly, at anangle towar one

